And that’s just from the outside.  An environment-friendly 3.5 liter V6 engine, generous safety and comfort features and improved fuel economy for 2012 are on hand to put the Pilot near the top of any family’s list.

Honda’s corporate “green” message would seem to make large SUVs an illogical arena, but the Pilot confounds that logic by resisting even the trend toward crossover-type styling.  Big and wide, the Pilot is a brick in a world of river-smoothed stones; this thing is a truck, and it wants you to know that at first glance.  The details are chunky, from the large headlights and three-bar grille to the aero-smoothed bumpers and beveled rear end.  Pavement-friendly tires wrapped around seventeen- or eighteen-inch wheels are framed by smoothed-off wheel wells.

Interior proportions are generous, with three full rows and a wide enough body for three-across seating.  The instrument panel and center stack have been simplified for easier comprehension, addressing past complaints about Honda’s button-festooned dashboards.  The Pilot’s three rows of seats aren’t as knee-friendly as those of the much larger Chevrolet Suburban, but it’s capable of carrying eight passengers, even if up to three of them are space-hogging baby seats.  With the seats folded, my test Pilot swallowed an antique trunk and an armoire without complaint–it’ll swallow a minivan-like 87.0 cubic feet of cargo, configured thus.  Seats up, the Pilot makes a good family hauler and can be equipped for max luxury besides.  Excellent sound deadening provides a quiet and comfy freeway ride.  An eight-inch Multi-Information Display (MID) provides  full-color updates on fuel economy and other vehicle functions, as well as acting as an interface for personal music players.  Drivers can even upload personal photos to act as “wallpaper” on the display.   In navigation-equipped models, the navigation screen replaces the MID.   Navigation-equipped Pilots also add a backup camera with multiple views.

In traffic, the Pilot feels a bit bigger than it’s comfortable being, as a Honda.  While the dynamics of Honda’s cars are quite good, the Pilot has a tendency to feel ponderous.  MacPherson struts are used up front, with an independent multi-link rear.  There’s a lot of float in the suspension, and the Pilot waddles somewhat on the freeway.  The brakes are adequate but emergency stops are not as confident as you’ll find in the Ford Explorer or Dodge Durango.  It’s safe enough; Honda’s Vehicle Stability Assist stability control and standard anti-lock brakes ensure that the Pilot’s not going to carry you into a tree at the first opportunity, but this vehicle seems all too aware of its two-ton curb weight.  Over the road it’s mellow, a good road-tripper, but emergency maneuvers shred its composure quickly.

Acceleration isn’t the Pilot’s strong suit either. The 3.5 liter 24-valve V6 is smooth and efficient, but with only 250 horsepower to move a vehicle of this size, there’s a noticeable deficit when it comes to acceleration.  Still, it’s adequate, and Honda’s Variable Cylinder Management is also on hand to reduce fuel consumption by shutting down unnecessary cylinders.   The Pilot’s engine has been retuned for additional efficiency with friction-reducing internal components and a variable-output alternator.  Two-wheel drive Pilots will get 25mpg on the freeway, putting this SUV near the top of its class in that respect.  The Pilot is happy to cruise at freeways speeds endlessly, making it a great road-tripper.  Five-speed automatic transmissions are standard, and the available four-wheel drive is a full-time system that can be locked for serious off-roading when needed.  Four-wheel drive Pilots can tow up to 4500 pounds.

It all adds up to a handsome family-hauling package.  That the Pilot is decent in the ‘burbs is not a surprise, but the moderate work ability conferred by the towing capacity and massive interior put it a step above the average crossover when it comes to getting things done.  The Pilot qualifies as a moderately-priced vehicle in its most basic form, with an MSRP of $28,470 for the two-wheel drive LX model.  Of course, things can get out of hand pretty quickly; my tester was a top of the line Pilot Touring 4WD with a navigation system, and stickered for $41,630.

All specs are for the 2012 Honda Pilot
Length:  191.4 in.
Width:  78.5 in.
Height:      72.7 in.
Wheelbase:  109.2 in.
Curb weight:   4608 lb.
Cargo space:   18.0 cu.ft. (seats up); 87.0 cu.ft. (seats folded)
Towing capacity: 4500 lb.
Base price:  $40,820
Price as tested $41,630
Engine:   3.5 liter DOHC 24-valve V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 250 @ 5,700
Torque: 253 @ 4,800
Fuel capacity:
Est. mileage:   17/24

Confused?  Just check out the power-flow display on the dash, a prominent feature in all of the Toyota/Lexus family hybrids.  The complicated dance of electric and gasoline power, battery charging and regenerative braking as well as engine shutoff and re-start, is evident only in the constantly changing power-flow arrows of the display.  Without it, you’d never know what this luxury hybrid crossover was up to.

And this vehicle is doing a lot, while it’s carrying you serenely down the road.  A 3.5 liter Atkinson-cycle V6 engine is working in concert with two electric motors to produce a total of 295 horsepower, which is enough to rival some V8s.  By cleverly switching from gasoline to electric propulsion and back agan, the RX 450h returns 32/28 fuel economy in front-wheel drive, and the all-wheel drive version does 30/28.  At low speeds, the RX 450h operates as a fully-electric vehicle, and the “EV” mode enables drivers to hold gasoline-free operation for short periods at moderate speed.  The nickel-metal hydride battery hides under the back seat so it doesn’t cut into cargo space, and a pair of motor-generators is on hand to assist the gasoline engine.  One serves as an engine-driven generator that charges the batteries, starts the engine after shutoff and powers the other electric motor as required.  The second is hooked up to the continuously variable transmission and powers the front wheels.  In the all-wheel drive RX 450h, a third motor drives the rear wheels.  All three electric motors function as generators that charge the battery during coasting or braking.  And when it’s not being hyper-efficient, the all-wheel drive enables the RX 450h to plow confidently through snow and inclement weather, as well.

All of this is run through a series of flywheels that effectively damps the transfer of power from gasoline to electric and that smoothes the bump when the gasoline engine starts up.  Additionally, the continuously variable transmission tunes itself for inclines and allows a comfortable amount of engine braking on long descents. The RX 450h is constantly busy maximizing economy, but it doesn’t let on that it’s working, just cruises seamlessly along, be it in the city or on the highway.

Lexus’ suspension is equally seamless in its operation. At the front, the RX 450h uses MacPherson struts with inversely wound coil springs that compress in opposite directions to keep steering feel good during cornering.  The rear uses a double-wishbone setup.  If it doesn’t quite manage a “fun to drive” rating, it’s at least pleasant and lacks any egregious bad habits.  Lexus’ Vehicle Dynamics Integrated Management (VDIM) driver-aid suite adds to the electronic complexity but keep the ride smooth and composed to the point of somnabulence.  The RX 450h is largely free of the squat and waddle common to many SUVs and crossovers, and drives like a car, only taller.  Braking is also good, thanks in part to the hybrid system’s eagerness to replenish its battery whenever the RX 450h is coasting.  The available Dynamic Radar Cruise Control adds an impact-mitigating Pre-Collision System that locks the seatbelts and pre-charges the braking system if a crash is imminent.

The RX 450h’s thoroughly high-tech components are matched by a svelte, single-curve exterior.  The basic shape of the RX has been the same since it was introduced, but it’s aging well and still looks modern thanks to a tucked-in waistline with distinct front fenders and a rear spoiler that hides the rear wiper.  The RX 450h is distinguished from the conventional version by subtle tweaks to the grille and front bumper that give it a more aerodynamic look.  The available LED headlamps have a blue tint, in keeping with Lexus’ blue-as-hybrid theme, which also adds a touch of color to the badges and light covers.  Lexus has added adaptive headlamps to LED headlight-equipped models; the front lighting changes angle slightly during turns, illuminating corners as you are entering them.  A choice of eighteen or nineteen-inch wheels is offered.

The interior is also familiar, and neatly integrated with all of the technology that’s riding along.  A standard keyless entry admits driver and up to four passengers to a handsomely equipped cabin.  Sharp eyes will note that the RX 450h’s dash lights don’t just switch on and off; they fade elegantly in, like theater lights.  A choice of interior environments, ranging from monochrome to three-tone and cloth to semi-aniline leather, allow for a broad range of tastes.  A choice of brown walnut or bird’s-eye maple trim is offered.  An XM satellite radio-ready sound system and iPod connectors are standard.  Lexus’ Remote Touch controller is standard with the available navigation system.  This computer mouse-like controller makes it easy to click through the information screen’s various menus with vibrating feedback, and it falls very easily to hand.  A head-up display is also available.  Since this is a Lexus, the Mark Levinson sound system upgrade is on the menu of course, as are a navigation system and backup cameras illuminating the side and rear.

It’s easy to come away from the RX 450h thinking that it’s merely “nice.”  This hybrid hides its light under a bushel, compared to many of its competitors, but don’t mistake a lack of obvious gadgetry for a lack of actual innovation.  This very well thought-out crossover combines luxury, capability and efficiency into an impressive package.  Pricing for the RX 450h starts at $44,825 (2011 models; 2012 will see a slight price walk to $45,235).  Add in all-wheel drive, a rear-seat entertainment system and the upgraded sound system among other options, and that rises to $54,414.

All specs are for the 2011 Lexus RX 450h
Length: 187.8 in.
Width:  74.2 in.
Height:     66.3 in.
Wheelbase:  107.9 in.
Curb weight:   4652 lb.
Towing capacity:  3500 lb. (AWD)
Cargo space:  40.0 cu.ft (seats up); 80.3 cu.ft. (seats folded)
Base price:  $44,825
Price as tested: $54,414
Engine:   3.5 liter 24-valve DOHC V6 mated to three 650V AC electric motors
Drivetrain:  continuously variable automatic transmission, all-wheel drive
Horsepower:  245 @ 6000 (3.5 V6); 295 (total system horsepower)
Torque:  234 @ 4800 (3.5 V6)
Fuel capacity:  17.2 gal.
Est. mileage:   30/28

That massive body makes for a spacious interior, and a minivan-like layout helps the Acadia Denali to make the most of it.  A choice of seven- or eight-passenger interior layouts is offered.  The second-row seats have a “Smart Slide” feature to ease ingress into the rearmost seats, and there’s enough legroom for full-sized adults at all positions.  The unibody chassis layout provides a low, minivan-like step-in height as well as a high, easy-visibility seating position and a cavernous 115.9 cubic feet of interior room with the rear seats folded.  The Acadia’s interior is businesslike but reasonably stylish, with chrome-ringed square vents and a large, stuff-friendly console.  The upgrade to the Denali package adds leather and real mahogany wood trim on the dash and steering wheel, three-zone climate control, a power tailgate, heated and cooled seats up front, dual sunroofs, remote start and a head-up display for the speedometer and other functions.  A navigation system, backup camera and rear-seat entertainment system are available, naturally.  The rear-seat entertainment system also adds a household-style electrical outlet.

A 3.6 liter V6 engine provides much better fuel economy than the V8 that lies under the hood of the average full-size sport-ute.  With variable valve timing and direct injection, the Acadia Denali’s 288-horsepower engine is state of the art and provides a seemingly endless torque curve.  It’ll muster up to 24 mpg on the highway if driven gently.  Six-speed automatic transmissions with an automated grade-braking function are standard.  Front- and all-wheel drive are available.  The Acadia is not an off-roader by any stretch; its all-wheel drive is useful in poor weather and snow, but won’t take you down the Rubicon Trail.  Towing capacity is a generous 5200 pounds, enabling the Acadia to pull a boat or camper trailer with ease.

The Acadia Denali is a large vehicle, and it drives like it.  The long wheelbase ensures a stable and comfortable freeway ride, while the MacPherson strut front suspension and independent linked-H rear end keep things appropriately carlike.  The ride is almost sailing-ship stately; the Acadia is largely free of head-toss and harshness, though its five thousand-pound curb weight provides a certain gravity on the road.  GMC knows the difference between “solid” and “heavy,” though, and while the Acadia Denali has the secure heft of a minivan, the four-wheel antilock brakes ensure that bringing the big guy to a halt isn’t a nightmare.  Safety and security are enhanced by a phalanx of standard airbags and standard stability control.

As far as large family vehicles go, the Acadia Denali pushes all the right buttons without pulling the “minivan” card.  It may not be flying a skull and crossbones and be full of romantic rogues, but it will haul eight people in style and comfort, entertain them, and can tow a hefty trailer when the need arises.  GMC’s done a great job of applying its work-ready ethic to suburban life, and the Acadia Denali adds a whole bunch of extra amenities to the package.  Of course, there’s a corresponding increase in price; MSRPs start at $43,220, about a $10,000 premium over the standard Acadia.  My tester’s navigation system, rearview camera and rear-seat entertainment system brought the bottom line to $48,125.

All specs are for the 2011 GMC Acadia Denali.
Length:  201.1 in.
Width:  78.9 in.
Height:     72.8 in.
Wheelbase:  118.9 in.
Curb weight:   4925 lb.
Cargo space:   24.1 cu.ft. (all seats up); 115.9 cu.ft. (all seats folded)
Base price:  $43,220
Price as tested:  $48,125
Engine:   3.6 liter direct-injection DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 288 @ 6300
Torque:  270 @ 3400
Fuel capacity:  22.0 gal.
Est. mileage:   16/23

Let’s get one thing out of the way first; the Juke’s design is polarizing.  Opinion on my tester was split about 50/50 as to if it was adorable or horrific.  The Juke’s got surprisingly feminine lines; its muscular curves are soft, and the face is aggressive but not threatening.  Some sporty vehicles look like they want to eat your face; the Juke looks more like it would lick it at best.  There’s nary a straight line to be found here; the Juke is all exaggerated fender flares, stubby body and big seventeen-inch wheels.  As if that weren’t enough, the headlamp treatment is one of the strangest since the Isuzu VehiCROSS, with running lights mounted high on the front fenders and a large pair of round headlamps pushed into the corners of the sharply angled grille.  The greenhouse is short and sloped, terminating suddenly at the back of the car.  To keep the side aspect smooth, the rear door handles are hidden in the C-pillars.  At the rear, Nissan’s familiar boomerang taillights are mounted high, next to a dramatically curved rear window.

The Juke’s interior is equally quirky, with rounded surfaces all around and a floating instrument panel top that looks like an arched eyebrow.  The curviest center stack since the original Hyundai Santa Fe holds the radio and optional navigation system above and a neat LCD display below that switches between HVAC and the I-CON engine control, and flows down into a fat console.  The Juke is compact but the well-bolstered seats are comfortable enough for all-day driving.  I found the pedals to be awkwardly placed for my long legs, but other drivers had no problems.  The rear seat is a crowded but survivable, and the cargo area is modest but holds over 35 cubic feet with the rear seat flopped–enough for a decent grocery-store run or travel for two.

Though inexpensive, the Juke is well-equipped.  Bluetooth connectivity, steering wheel audio controls and an iPod interface are standard equipment.  Upgrades include Nissan’s Intelligent Key keyless entry/start, a Rockford-Fosgate sound system with a subwoofer, a backup camera, XM satellite radio and a navigation system.

Thanks to its small size, the Juke maneuvers fantastically, holding the road with confidence.  MacPherson struts are used up front.  At the rear, front-wheel drive Jukes get a torque beam, while the all-wheel drive models feature an independent rear.   On the freeway it’s bouncy thanks to the stubby dimensions.  Electronic power steering and anti-lock brakes are standard.

There’s a 188-horsepower turbocharged 1.6 liter direct-injection four-cylinder under the hood, but in these days of 300-horse compact cars, the power feels merely modest.   The all-aluminum engine is sometimes noticeably underpowered at freeway speeds in spite of sixteen-valve construction and variable valve timing, but the Juke manages to be modestly powered without being terrifying to drive.  It’ll keep up with the BMWs going 80; you’ll just burn a lot more gas doing it.  When not being flogged to keep up with sports cars, the Juke returns up to 32 mpg on the freeway.  The I-CON drive mode controller allows the driver to choose from three throttle, transmission and steering-response modes for economical, normal or sporty driving.  A choice of continuously variable automatic or six-speed manual transmissions is offered.  The short-throw manual transmission provides entertaining traffic carving.  All-wheel drive is also available for CVT-equipped Jukes, and features torque vectoring that can split power front-to-back and side-to-side depending on need.  The system can also counteract understeer by sending more power to the rear wheels during cornering.

It may be a bit off-putting at first, especially if your automotive tastes run toward the traditional, but the Juke will grow on you.  Nissan’s new mini do-all is one of the most entertaining in this growing segment, and it’s easy to live with around town.  With pricing starting at $19,570 for front-wheel drive and $21,070 for all-wheel drive, it should be easy to live with at bill-paying time, too.  My tester was a front-wheel drive SV model with the manual transmission and sport package, and stickered for just $22,490.

All specs are for the 2011 Nissan Juke.
Length:  162.4 in.
Width:  69.5 in.
Height:     61.8 in.
Wheelbase:  99.6 in.
Curb weight:   2994 lb.
Cargo space:   10.5 cu.ft. (seats up); 35.9 cu.ft. (seats folded)
Base price:  $19,070
Price as tested:  $22,490
Engine:   1.6 liter direct-injection turbocharged inline four-cylinder
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower: 188 @ 5600
Torque:  177 @ 2000-5200
Fuel capacity:  13.2 gal.
Est. mileage:   24/31

Volvo’s S60 gets a style update for 2011, as well as a horsepower boost and a bunch of new technology.  Though the tweaks are subtle, they’re telling ones, and this capable European luxury sedan is suddenly looking like a show car come to life.

The styling updates to the S60 add more expression all around the car, with a larger grille and more intricate headlamp jewelry.  The flanks have been massaged as well, adding additional curves to Volvo’s familiar “shoulder” lines that give the S60 a ready-to-pounce look.  The roof is sloped dramatically front and rear to provide the coupe-sedan look that’s in vogue at the moment.  Up front, that big grille’s centered between V-shaped quad headlamp units and LED side markers and taillights provide a unique signature at night.

Though the new exterior hints at a dramatic reworking inside, the S60′s cabin is actually pretty familiar if you’ve been in a few modern Volvos.  The pictogram HVAC and thin-panel console with hidden storage space behind are in place, as are the wonderfully comfortable seats and IKEA-smooth instrument panel.  The available navigation system has migrated into a seven-inch high-definition information screen in the dash, doing away with Volvo’s curious (and fussy) pop-up screen used on previous models.  It also includes a standard driver-information interface system, which is similar in spirit to those adopted by BMW, Mercedes and Audi in recent years, but not quite as intuitive.  Bluetooth, satellite radio, a backup camera and a 650-watt Dolby sound system are available.  My tester was outfitted with an amazing burnt-orange leather interior that matched the exterior and was considered to be a bit much by everybody except die-hard University of Texas fans.

The S60 is a quiet performer.  The 3.0 liter turbocharged inline six-cylinder engine has been updated, and these days it’s making as much power as Volvo’s 4.4 liter V8.  Thanks to the straight-six layout and 24-valve construction, performance is smooth enough that you’ll mistake it for tepid until you give the S60 a healthy dose of right foot, at which time the 300 horsepower and 325 pound-feet of torque make themselves known with a dramatic rush of power similar to what you’ll get from an Audi A4 or Infiniti G37.  All-wheel drive is standard, and a six-speed automatic transmission gets the power to the wheels.  Like any self-respecting sports sedan, the S60′s got paddle shifters for manual gearchanges as well.  The S60′s drivetrain is surprisingly robust, a fact that’s made clear by its 3300-pound towing capacity.

Volvos are known for being decent over-the-road performers, and the S60 doesn’t disappoint.  Three separate suspensions are offered.  The standard, “Dynamic” suspension consists of MacPherson struts up front and a multi-link rear, and provides a balance of comfort and performance.  Volvo also offers a plusher “Touring” suspension, to appeal to buyers who aren’t quite as interested in carving canyons.  The optional FOUR-C (Continuously Controlled Chassis Concept) active suspension is also available, and offers driver-selectable settings that cover both bases.  With the Dynamic suspension, the freeway ride is responsive and comfortable without insulating the driver from the road, and it’s got the high-speed stability and confidence that seem to go hand-in-hand with being a high-end European car.  At the limit handling is improved by Volvo’s Dynamic Stability and Traction Control (DSTC) and Corner Traction Control.  DSTC acts to minimize oversteer and understeer, though both are unlikely in normal driving thanks to the all-wheel drive.  Corner Traction Control is able to direct torque to the outside wheels when turning, resulting in stronger response and less plowing during fast turns.

The S60′s futuristic attitude doesn’t just extend to the exterior styling.  The S60 also features Volvo’s City Safety accident-mitigation suite.  Using velocity-measuring devices integrated into the radar-based cruise control, City Safety determines if the car is moving toward a vehicle or object at speeds below 19 miles per hour and will intervene to stop the car if you don’t.  The S60′s Pedestrian Detection with Full Auto Brake uses the same principle to keep you from unwittingly running over people in parking lots.  It’s not just good for saving you from minor accidents due to lapses of attention, but it’s a fun way to scare your friends as well–especially if it’s their car you’ve directed your S60 toward.  Both of these features are bundled in the S60′s Technology Package, which also includes Adaptive Cruise Control, a lane departure warning system and a collision alert warning that provides a flash-and-beep if you’re approaching the car in front too quickly.

If you’re thinking that this sounds like the new S60 has evolved into a serious high-grade luxury sedan, then you’ve definitely gotten it.  Think of this car as a viable alternative to a comparable Cadillac, Infiniti or Audi. The technology and performance were already here, but with a serious infusion of high-tech toys, the new S60 stands out like it hasn’t before.  Of course, the wild orange paint job doesn’t hurt either.  Regardless of the color, S60 pricing starts at $37,700.  When outfitted with the Technology Package and the Multimedia Package, which adds navigation, a better sound system and a backup camera, the bottom line rose to $46,200.

All specs are for the 2011 Volvo S60.
Length:  182.2 in.
Width:  73.4 in.
Height:      58.4 in.
Wheelbase:  109.3 in.
Curb weight:   3812 lb.
Cargo space:   12.0 cu.ft.
Base price:  $37,700
Price as tested: $46,200
Engine:   3.0 liter DOHC inline six-cylinder
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  300 @ 5600
Torque:  325 @ 2100-4200
Fuel capacity:  17.8 gal.
Est. mileage:   18/26

For 2011 Ford’s crossover receives a freshening, gaining a less anonymous face, new high-tech engines and an exciting new information system that’s borrowed directly from Ford’s concept cars.  The crossover market has gotten more crowded in the past twelve months, but the updated Edge still stands out.

Distinguishing the new Edge is simple thanks to a massive new grille that carries Ford’s chrome-bar face to new extremes.  The broad, flat panels of the grille dive deeply into the front bumper and enclose the headlamps.  The rest of the Edge’s lines have been freshened as well, with revised side trim and new taillights.  The low-ish greenhouse and 18-inch standard wheels conspire to make the Edge look smaller than it actually is; it’s not obvious at a glance but this is actually a rather large vehicle.  There’s a hot-rod version of the Edge now as well; the Edge Sport is distinguished visually by a blacked-out grille and special headlight treatment.  The Edge Sport also gets massive 22-inch wheels.

The interior has been tweaked as well, and it’s notable mainly for its lack of switchgear and adornment.  The clean look comes courtesy of the new MyFord Touch system.  Ford calls it “driver connect technology.”  MyTouch is an interesting take on the vehicular interface.  It looks like a standard buttons-and-panels setup, but there are no physical buttons.  The entire system is an LCD touchscreen.  This takes some getting used to–in the end it doesn’t work entirely differently than conventional buttons would.  Ford also adds a multi-configurable instrument panel so the driver can select specific information for display, and a comprehensive 8″ info touch screen.   There are also two configurable information screens on either side of the instrument panel that allow the driver to select which vehicle functions are displayed.

Beyond the new technology, the Edge has a good-looking and comfortable interior as well.  The instrument panel is multi-textured and folds over itself in an elegant and interesting way.  The seats are comfortably wide and tall, and up to five passengers ride in comfort.  The sound deadening and headliner have been upgraded for a quieter ride, and to improve response from SYNC’s voice-recognition system.  From the driver’s seat, you’ll also notice that Ford has added its groovy new blind-spot side view mirrors to the Edge.  The cargo hold will accept up to 32.2 cubic feet of stuff; fold the seats and the Edge’s capacity goes up to almost 70 cubic feet.  Radar-based adaptive cruise control is available, and can be paired with a collision-mitigation system that warns the driver and pre-charges the brakes if an impending crash is detected.  Ford’s Blind Spot Information System with Cross-Traffic Alert is also available.

Under the skin, the Edge is revitalized with updated V6 power.  A choice of 3.5 and 3.7 liter V6 engines is offered.  Both engines sport double overhead cams and variable cam timing.   The 3.5 V6 is the standard engine, and produces 285 horsepower.  This engine offers decent acceleration, though perhaps not as brisk as the horsepower figure might suggest it should be.  That can be attributed to the Edge’s two-ton curb weight.  This isn’t a bad thing, of course; the Edge is designed for versatility, not drag racing.  Equip it properly and it’ll return 27mpg on the freeway, which isn’t bad for the class.  The Edge Sport is now a separate model that comes equipped with a 3.7 liter V6 that’s shared with the Ford Mustang, and its 30 horses should provide more entertaining performance.  Six-speed automatic transmissions are standard; the Edge Sport gets paddle shifters to entertain the enthusiasts.  Front- and all-wheel drive are offered.

That the Edge drives heavy may come as a surprise–remember, Ford’s done a good job of making this rather large vehicle look compact.  Thanks to upgrades in the suspension and a dramatic reduction in body roll, the weight translates to a solid and unperturbed ride.  It’s got the gravity of an old ’70s American land-yacht, but without the float.  MacPherson struts are used up front, with an independent rear.  Four-wheel disc brakes provide confident stopping power; stability control and trailer sway control are standard.  The Edge is a decent long-distance driver for three or four passengers, and better adapted to the road than many SUVs of course.

One thing’s for sure–the American family car will never be the same.  The redesigned 2011 Ford Edge is an excellent blend of several different automotive disciplines, and it manages to do just about everything well.  Ford has priced it attractively, too.  The Edge starts at $27,995, and even my well-equipped Edge SEL with all-wheel drive, a backup camera, MyFord Touch and SYNC went out the door for $34,240.

All specs are for the 2011 Ford Edge AWD.
Length:  184.2 in.
Width:  76.0 in.
Height:     67.0 in.
Wheelbase:  111.2 in.
Curb weight:   4265 lb.
Cargo space:   32.2 cu.ft. (seats up); 68.9 cu.ft. (seats down)
Towing capacity:  3500 lb.
Base price:  $32,070
Price as tested: $34,240
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  285 @ 6500
Torque:  253 @ 4000
Fuel capacity:  18 gal. (FWD)
Est. mileage:   18/25

There’s a careful balance that needs to be struck between representing the marque’s core values and attributes and remaining reasonably-priced enough that the riffraff won’t think that all the budget went into the badge.  There’s also the matter of the compact luxury sedan market being one of the most competitive in the industry.

The A4 strikes this balance nicely.  It’s a well-built, comfortable and competent sports sedan.  In base form it’s not heavy on the gee-whiz equipment, but there’s enough poise and capability to keep you from wondering where your $34,000 went.  When pushed the A4 is happy to show off some significant engineering prowess as well.  Raise the equipment level and the A4 serves adeptly as a junior luxury sedan.

The A4 is one of the most handsomely proportioned cars Audi’s ever built.  Everything seems to be just-right, from the large, four-ringed grille and strip of LED driving lights that produce Audi’s signature face to the just-right greenhouse and stubby trunk.  The standard seventeen-inch wheels are sized just right to give the A4 a sporty look, and the rocker panel has a rising character line in lieu of tacky body cladding to enhance the dynamic, athletic stance.  The A4 exudes the same luxury and competence shown by its larger siblings.

The interior is similarly handsome, with a deeply sculpted upright dash.  The A4′s cockpit is very businesslike; the available navigation system is mounted high up, while the third-generation version of Audi’s Multi-Media Interface (MMI) system makes switching between accessory functions easy.  Brushed aluminum accents on the instrument panel and console prevent the A4′s interior from becoming a black cavern when the darkest of the three interior color choices is selected.  Audi provides little touches like touch-to-pass turn signals, steering wheel audio controls and auto-up and down windows that give the A4 a subtle upscale feel.  A 505-watt Bang & Olufsen sound system is optional.

The standard engine in the new A4 is Audi’s 2.0 liter turbocharged direct-injection four-cylinder.  The 2.0 is dramatically responsive–the 211-horsepower peak rating may not be the highest, but the A4 moves out with impressive urge.  The direct gasoline injection system and a turbocharger designed to deliver peak torque at low revs mean that responsive power is available at almost any engine speed, and the A4 isn’t shy about acceleration.   Three transmissions are offered:  front-wheel drive A4s get a continuously variable gearbox, while quattro all-wheel drive models offer a choice of six-speed manual or eight-speed automatic gear shifting.  The six-speed manual allows the 2.0 to be relaxed at full gallop on the freeway and provides impressive fuel economy; the automatic is available with paddle shifters for more engaging driving.

Connecting the wheels to the road is a sophisticated fully independent suspension.  The A4′s road manners illustrate the company’s racing and sports-car experience, because this car is tossable and responsive without being uncomfortable.  It’s very difficult to get bad attitude from the suspension, which consists of a five-link arrangement up front and trapezoidal arms at the rear.  Lightweight aluminum components help to keep the weight manageable and the A4 responsive.  The dynamic steering varies the effort by speed and is equally quick to respond.   Anti-lock brakes are standard, as is Audi’s ESP stability control system.  To further sharpen the A4′s edge, Audi offers a Sport package that adds selectable steering and powertrain response and a sport rear differential that “shuffles” torque from wheel to wheel and helps eliminate understeer.

While the A4 is designed for driving enjoyment and will appeal to enthusiasts, it’s well-equipped with driver aids that make life in the crowded suburbs somewhat easier, too.  The available backup camera provides a clear view to the rear, while Audi’s side alert system keeps an eye on the blind spots.  Adaptive cruise control is also on the menu.  There’s even a power trunklid on the options list.

Compact luxury isn’t easy to do, thanks to a plethora of capable competitors.  As a result, the Audi A4 can’t afford to miss a beat.  If it does, the BMW 3-Series, Infiniti G37, Mercedes C-Class, Volvo S40 and Cadillac CTS are poised to pounce.  Audi’s clearly aware of this fact, and the freshened 2011 A4 can easily be said to be at the top of its game.  Enjoyable, dynamic performance, a surprisingly powerful yet efficient engine and elegant styling inside and out keep it firmly on my list of desirable real-world vehicles.  A4 quattro pricing starts at $32,850 with a manual transmission and $34,140 with the eight-speed Tiptronic.

All specifications are for the 2011 Audi A4.
Length:  185.2 in.
Width:  71.9 in.
Height:     56.2 in.
Wheelbase:  110.6 in.
Curb weight:   3626 lb.
Cargo space:   12.0 cu.ft.
Base price:  $32,850
Price as tested: $38,255
Engine:   2.0 liter DOHC turbocharged and intercooled inline four-cylinder
Drivetrain:  six-speed manual, all-wheel drive
Horsepower:   211 @ 4300-6000
Torque:  258 @ 1500-4200
Fuel capacity:  17.2 gal.
Est. mileage:   21/31


Although it shares its basic structure with the Subaru Impreza, the WRX STi is more than just a hot-rodded economy car.  This car takes Subaru’s rallying experience and applies it to a production car.  Nearly every mechanical part of the WRX STi is unique to the model.  For 2011, the WRX STi raises its performance ante with a new suspension and lightened equipment.

It’s clear from the first glance that the WRX STi is spoiling for a fight.  In rally-car style, the STi is available as a four-door sedan or five-door hatchback, just like the roadgoing version, but freakishly blistered fenders and a massive spoiler make it clear that there’s some serious driving business to be taken care of.  The deep chin spoiler has a low air intake, fog lights and brake cooling ducts at the outer edges, while the grille and headlamps are contained in an efficient, dark-trimmed slash.  A gaping hood vent feeds the engine and offers additional brake cooling.  The STi’s side aspect is dominated by the rear fender flares which give the car muscular, athletic haunches, like a sprinter ready to explode off of the blocks.  The front and rear spoilers aren’t just for show; they are a system designed to reduce lift at high speeds, and the eighteen-inch wheels are lightweight racing-style units.  Deep underneath all of that go-fast gear, the Impreza’s crisp character lines are just barely visible.

On the interior, the overwhelmingly black and silver STi features Alcantara seats that are bolstered for spirited driving and a unique dashboard and console.  All of the trim is done in shades of dark and light metal.  For 2010 Subaru offered an STi “Special Edition,” with some of the interior appointments that the sporty kids don’t need taken out and a few go-faster goodies added, and for 2011 the Special Edition tweaks are standard on all STi models.  The industrial-felt headliner, made of the material that lines the trunks of cheap economy cars, isn’t all that bad, really, and Subaru left the soft-touch surfaces and Alcantara steering wheel intact so it doesn’t feel like they’ve cheapened it at all.   Bluetooth, satellite radio and a navigation system are available.

Under the hood, a 2.5 liter turbocharged and intercooled “boxer” four-cylinder produces 305 horsepower and 290 pound-feet of torque.  Those numbers go a very long way, even in a 3400-pound car.  Subaru’s Dual Active Valve Control System (DAVCS) variable valve timing is used to boost response.  The electronic engine control can be tweaked while driving with Subaru’s unique SI-DRIVE system.  “SI” stands for “Subaru Intelligent;” with this system, a rotary knob on the console allows the driver to select between three levels of powertrain responsiveness:  Intelligent, Sport and Sport Sharp.  The STi does torque-y, point-and-squeeze joy very well, on account of its rally-car heritage, and the burble of the massively turbocharged flat-four is intoxicating.  All-wheel drive and limited-slip differentials front and rear are standard equipment, and a six-speed manual transmission is the only gearbox offered.  The STi features a multi-mode center differential that enables the selection of up to nine different levels of torque balance, so that the WRX STi driver can fine-tune the car’s handling to his or her preference.

A faster steering rack and new double-wishbone rear suspension set the WRX STi’s suspension apart from the Impreza.  Subaru has further improved handling for 2011 with a lower ride height and stiffer suspension bushings.  Stiff inverted struts and a double wishbone suspension are used in the front, and double wishbones at the rear.  The WRX STi features Brembo brakes and a race-bred Super Sport anti-lock brake system that is sensitive enough to control braking at each individual wheel.  This system reduces understeer in high-speed turns.  Vehicle Dynamic Control stability control is standard equipment, and on the STi the driver can select the level of intervention, or turn it off completely.

The WRX STi proves that a car doesn’t have to be the biggest vehicle in the showroom to be the most impressive.  High horsepower, light weight and tenacious handling make it one of the premier sports cars available today.  Getting the best of the best carries a price premium, of course.  WRX STi pricing starts at $34,720 for the four-door sedan and $36,720 for the five-door.  That represents a seven or eight-thousand dollar price walk over the WRX…and if you’re looking for performance, it’s worth it.

All specifications are for the 2011 Subaru WRX STi 5-door

Length:  173.8 in.
Width:  70.7 in.
Height:      57.9 in.
Wheelbase: 103.3 in.
Curb weight:   3373 lb.
Cargo space:  19.0 cu.ft. (seats up); 44.4 cu.ft. (seats folded)
Base price:  $36,720
Engine:   2.5 liter turbocharged horizontally-opposed four-cylinder
Drivetrain:  six-speed manual, all-wheel drive
Horsepower: 305 @ 6000
Torque:  290 @ 4000
Fuel capacity:  16.9 gal.
Est. mileage:   17/23

Maybe it’s just the hype surrounding the Solstice and G6 retractable hardtop, but it seems like the all-new Pontiac Torrent hasn’t gotten nearly as much attention as one would expect.  It’s a sort-of SUV that fills the gap in the lineup left by the Aztek’s departure.  It’s not the same size as the Aztek, but its multi-purposeful body and available all-wheel drive mean that it will appeal to similar buyers.  It’s based (perhaps a bit too closely) on the Chevrolet Equinox, and Pontiac calls it an SUV but it’s more of a do-all than an off-roader.

With gas prices going up each week, versatile crossover SUVs like the Torrent are catching the eyes of many buyers, and they’re finding homes even as the backlash against gas-hogging truck-based sport-utes gains momentum.  The Torrent is a smart move for Pontiac–but will anyone notice?

Pontiac also seems to be recoiling from the oddball styling that got the Aztek laughed at, because the Torrent’s look is decidedly uninspired.  The Torrent closely resembles the Equinox, with only token attempts made add some Pontiac family distinction.  The familiar split grille up front and big round foglights are about the only hints that this is a Pontiac.  From the side and rear it’s got the smooth jellybean look that’s becoming common to GM’s SUVs.  Splashes of satin silver trim look good on dark-colored Torrents and we’re glad there’s no plastic cladding, but this trucklet doesn’t stand out in a crowd, either.

It acquits itself with ability.  The Torrent is a good do-all, if perhaps a bit larger on the outside than it needs to be.  This is a better people hauler than a cargo vehicle; the cargo area is tall but narrow, and the Torrent won’t carry much more than a conventional station wagon, in spite of flat-folding front seats.  For rear-seat passengers it’s a fantastic ride, though.  The rear seat is adjustable fore and aft, with lots of legroom and a flat floor for easy ingress.  The Torrent’s seats are chair-height and comfortable all around.  Four passengers will find the Torrent as comfortable as most minivans.  The interior styling follows Pontiac’s aesthetic, which involves a lot of dark plastic and satin-silver trim.  Manly-men who don’t want to be seen in minivans but need the utility might find themselves more comfortable in a Torrent.

The Torrent isn’t about off-roading, it’s about on-pavement erranding, and to that end it’s outfitted like a rolling purse.  From the driver’s seat it seems like everywhere you put your hand, you’ll find another storage bin or cubbyhole.  Oversized cargo may not fit so well in the rear, but everything else–purses, backpacks, cell phones, laptops, briefcases, umbrellas, any suburban equipment you can think of–has a spot.  There’s a good-sized armrest storage compartment, a small rubber-lined shelf around the shifter for change, a large cubby on the floor, and plenty of cupholders.  The large door bins are good for CD cases and maps.  The Torrent was one of the few vehicles in which we didn’t have to contend with extra keys and cell phones tumbling around as we drove.  We had only one quibble with the interior layout, and that was the window switches, which are arrayed in an unintuitive pattern on the center console.  This arrangement is common to the Equinox and Saturn VUE with which the Torrent shares its guts.  Amenities on our test truck included XM satellite radio, cruise control, a leather interior, side curtain airbags, and a big sliding sunroof.

The drivetrain is basic but uninspired.  The 3.4 liter V6 under the hood offers decent power for a do-all.  At 185 horsepower, it’s just enough for the Torrent’s 3660-pound weight, and only just.  Acceleration is by no means neck-snapping, but the Torrent doesn’t feel underpowered, either.  GM’s transmissions these days are reasonably good, and the Torrent’s five-speed automatic doesn’t disappoint.  It’s capable around town and on the freeway, but don’t go looking for technological wizardry as the Torrent sticks with what’s tried and true.  All-wheel drive is offered for a measure of poor-weather stability, but our front-wheel drive Torrent handled a sudden rainstorm without complaint thanks to standard anti-lock brakes and traction control.  The Torrent can tow up to 3500 pounds.

A stiff structure lies beneath the sheetmetal.  The Torrent’s unibody is backed up by full-length frame rails, and the result is a sturdy, secure-feeling vehicle.  The four-link rear suspension and MacPherson struts up front are “sport-tuned,” which means that it’s a bit stiffer than its platform-mates.  The Torrent handles a bit bigger than it is, although parking lot nimbleness enhanced by electronic power steering.  Does it drive like a car?  Yes–a large, somewhat clumsy car.  This means that it’s par for the course as far as mid-sized SUVs go.  The Torrent enjoys being in town more than it does the open road.

Now that the Aztek is gone, the Torrent is it as far as Pontiac-badged SUVs go.  Most folks are going to consider this a good thing, of course.  The Torrent doesn’t stand out from the crowd, but it’s a competent enough do-all.  Pricing starts at $22,400.  Our tester was equipped with XM satellite radio, a subwoofer-pumped sound system and leather interior, among other optionals, and stickered for $28,335.

Specifications:
All specs are for the 2006 Pontiac Torrent, which we tested.
Length:         188.8 in.
Width:            71.4 in.
Height:            67.0 in.
Wheelbase:        112.5 in.
Curb weight:        3660 lb.
Cargo space:        32.2 cubic feet (all seats up); 68.6 cu.ft. (seats folded)
Towing capacity:    3500 lb.
Base price:        $22,400
Price as tested:    $28,335
Engine:     3.4 liter V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     185 @ 5200
Torque:     210 @ 3800
Fuel capacity:        16.6 gal.
Est. mileage:        19/24

There’s plenty to like about the Outlander, too; it now shares Mitsubishi’s Super All-Wheel Control (S-AWC) all-wheel drive system with the high-performance Lancer Evolution and introduces an all-new infotainment system similar to Ford’s SYNC system.  All this and good road manners too?  The Outlander definitely merits a closer look.

The new styling is an attention-grabber from the first.  The Outlander’s new nose resembles the Lancer Evolution’s jet-inspired face, and a matching bumper blackout gives the impression of a gaping, road-swallowing maw.  The long, narrow body with its distinctive greenhouse remains the same; the long-nosed Outlander wears its sport-wagon aesthetic proudly.  The fenders are flared, and at the rear, silver-framed LED taillights provide a distinct look, especially on dark-colored Outlanders.  The Outlander GT is distinguished by a blacked-out mesh grille, eighteen-inch wheels, a dual exhaust and special badging.

Step inside, and available two-toning combines a black dash panel and carpets with light-colored seating surfaces for a handsome look.  The Lancer’s influence can be seen on the interior as well, with a sporty instrument panel and three large climate control knobs that mimic the position of the auxiliary gauges on the Evolution.  The seats are a bit hard for my taste, but chair-height seating mitigates the discomfort somewhat.  Behind the rear seats, there’s a decently-sized cargo area that’s easily accessed through a wide-swinging rear door.  You can stuff up to 39 cubic feet of cargo back there, or opt for the available third-row seat, which is good for carrying passengers in a pinch but something of a penalty box for adults otherwise.  The big news on the interior is FUSE, which is Mitsubishi’s answer to Ford/Microsoft’s SYNC infotainment system.  FUSE connects to your iPod, phone or USB drive and enables voice-activation for such accessories, making it easier to multitask while driving.  Standard equipment on the Outlander GT also includes Mitsubishi’s FAST-key keyless entry and automatic climate control.  A thump-capable 710-watt Rockford Fosgate sound system is available, as it is on most Mitsubishis.

Lesser Outlanders make do with a 167-horsepower four-cylinder engine, but the Outlander GT steps out with a 3.0 liter SOHC V6.  This 230-horse engine features Mitsubishi’s MIVEC variable valve timing.  Fuel economy is improved for 2011, thanks in part to a six-speed automatic transmission that features Idle Logic.  With Idle Logic, the Outlander GT automatically shifts itself into neutral when the vehicle is at a stop, conserving fuel.  A standard Hill-Start Assist prevents the vehicle from rolling when it’s on an incline.  Response from the transmission is impressively sharp, though the 3.0 liter engine isn’t the fastest off the line.  As on the Lancer Evolution, the S-AWC uses an active center differential and electronic differential systems to divide power between front and rear wheels as well as from left to right.  Driver-selectable modes enable the Outlander to be slightly tuned to different driving surfaces.  The Outlander offers “Tarmac” and “Snow” modes, as well as a “Lock” mode which locks the differentials for off-roading.

The Outlander has tautened up many of its loose edges in recent years, and it drives a lot like a Ford Escape with a longer wheelbase.  The suspension uses MacPherson struts in the front and a multi-link rear, like most small crossovers do these days, but fat stabilizer bars help to snug the Outlander’s body down and improve steering feel. The ride is taut, falling just shy of being honestly sporty, and it doesn’t flop and waddle in corners.  This is thanks in part to the Outlander’s aluminum roof structure, which lowers the center of gravity to reduce head-toss and ride unpleasantness.  Brake response and pedal feel are great, and the Outlander is an excellent long-distance road-trip companion.  Anti-lock brakes, stability control and traction control are standard equipment.

You don’t see Outlanders at every street corner, but Mitsubishi’s compact crossover is one of the sportier contenders out there.  The entertaining power and handling provided courtesy of the V6 engine and S-AWC all-wheel drive turn the Outlander GT into a do-all that shouldn’t disappoint folks who like to drive.  Outlander pricing starts at $20,840 for the two-wheel drive, four-cylinder-equipped SE.  The Outlander GT stickers for $29,250.

All specs are for the 2011 Mitsubishi Outlander GT.

Length:  183.7 in.

Width:  70.9 in.

Height:              66.1 in.

Wheelbase:  105.1 in.

Curb weight:   3780 lb.

Cargo space:   39.5 cu.ft. (seats up); 72.6 cu.ft. (seats folded)

Towing capacity:  3500 lb.

Base price:  $29,250

Engine:   3.0 liter SOHC V6

Drivetrain:  six-speed automatic transmission, all-wheel drive

Horsepower:  230 @ 6250

Torque:  215 @ 3750

Fuel capacity:  15.8 gal.

Est. mileage:   19/25